Method for supplementing and calculating energy consumed by a vehicle

ABSTRACT

A method for supplementing and calculating energy consumed by a vehicle. A system enables electrically operated vehicles to be provided with electrical energy within a limited time slot, and payment for the energy. A vehicle comprising a receiving area for a first energy accumulator, and is characterized in that e) the first energy accumulator is removed from the vehicle, f) a second energy accumulator having a preset level is introduced into the vehicle, g) the difference between the amount of energy in the first accumulator and in the second accumulator is determined, and h) a value indicating the difference is transmitted to a data acquisition device.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present disclosure pertains to a method for supplementing andcalculating energy consumed by a vehicle.

2. Description of the Related Art

For every driver of a motor vehicle today it is a matter of routine todrive to a filling station to supplement its fuel supply and fill up itstank there. It is well known that, during the filling process, theamount of fuel flowing into the tank is detected and transmitted to acashier for payment. Such a process runs with a variety of fuels thatare used in the internal combustion engines, be they gasoline, dieselfuel, gas, etc.

Alongside the overwhelming number of motor vehicles with internalcombustion engines, there is small but increasing number of vehicleswith electric propulsion. The propulsion energy for these vehicles isstored in batteries or capacitors. Since batteries can be charged onlywith a preset maximum current, charging is accomplished in that afterusage the vehicle is connected to a power source via a cable and is thencharged with a preset maximum current, so that the vehicle is againavailable the next morning with fully charged batteries.

An electrical energy system is also known from EP 0 557 287 B1, which isincorporated herein by reference in its entirety.

BRIEF SUMMARY OF THE INVENTION

In one aspect, a vehicle comprises an energy accumulator having one ormore batteries or capacitors. In another aspect, a unit forsupplementing the energy supply of a vehicle comprises an access laneand at least one stopping position for vehicles.

In another aspect, a system permits provision of energy for electricallypowered vehicles within a limited time slot, as well as paymenttherefor.

In another aspect, a method comprises:

a) removing a first energy accumulator from a vehicle,

b) introducing a second energy accumulator with a preset level into thevehicle,

c) determining the difference in the amount of energy between the firstand the second accumulators, and

d) transmitting a value indicating the difference to a data acquisitiondevice.

In this data acquisition device, this value indicating the differencecan be subjected to processing so that, for instance, a price for thedifference in energy amount can be determined. By virtue of the exchangeof the energy accumulator, the time required for the filling process(charging process) can be limited to the exchange process, since thesecond introduced energy accumulator can already be fully charged. Thusthe time for “fueling” also remains limited to a time slot that isfamiliar to every driver today from a normal fueling process. This willincrease acceptance of such a system.

Furthermore, the range of a vehicle can be extended (temporarily ifdesired) by introducing an accumulator with higher capacity.Alternatively, by means of such an exchange an accumulator chargedovernight with cheap nighttime power at a home terminal can be removedand replaced by one with an amount of energy sufficing only for the day,if only a short distance is to be traveled. Here too, a difference (infavor of the customer) can be determined and an amount can thus becredited or paid out.

The full accumulator with cheap nighttime power can be used, forinstance, to support the grid during the afternoon peak time. Thus thepower bought cheaply at night can be sold during this peak time at ahigher price.

To help assure that the energy accumulators introduced into a vehicleoperate reliably and do not lead to a (premature) failure of thevehicle, every energy accumulator may be subjected to a function testand/or one or more additional tests prior to the charging process.

To make the test results traceable, predetermined data from the test ortests may be stored. This storage can be accomplished, for example, bymeans of a written entry in an accompanying booklet or on a plaque onthe accumulator. Additionally or alternatively, the accumulator can alsobe equipped with a chip to store this data and output it if needed.

In another aspect, energy withdrawal from the second accumulator may beprevented after the exchanging of the energy accumulator and/or adrive-away inhibition may prevent driving the vehicle away, and energywithdrawal or driving away may be enabled by the data acquisition devicevia a signal. In this way, “fuel theft” may be effectively prevented ifsuch enabling does not take place until, for example, the price for thenew accumulator has been paid.

In order to give the driver or the person who is waiting an overview ofthe energy consumption of the vehicle, the data related to theconsumption can be acquired and transmitted to the data acquisitiondevice. This may be, for instance, the distance driven, the power outputof the vehicle, temperature data, and/or other data.

In another aspect, an energy accumulator may have an unambiguous markingand/or standardized terminals and/or a standardized shape. By virtue ofan unambiguous marking, in the form, for instance, of a glued-on plaque,an electronic chip, an engraved number or the like, an unambiguousidentification or tracking of the energy accumulator is possible. Byvirtue of the standardized terminals, usage of an energy accumulator ispossible in every vehicle with appropriate terminals. An energyaccumulator with standardized terminals can additionally be gauged atany standard site and charged at any suitable charging station. Topermit standardized and preferably automated handling of the energyaccumulator during removal from the vehicle and introduction into thevehicle, the invented energy accumulator may also have a standardizedshape.

In another aspect, the energy accumulator is characterized by at leastone holding device, on which can be placed an exchangeable moldedelement that fits into the outer shell of the vehicle. The sameaccumulator can thereby be used for different vehicle models. Theopening provided in the vehicle for exchanging accumulators is thencovered by a molded element that is constructed specifically for thevehicle or model, and is fastened onto the energy accumulator byappropriate fastening means. Of course, the color can also be matched inthis manner.

In order to facilitate an exchange of the energy accumulator indifferent vehicle orientations, the accumulator may, in someembodiments, be accessible from at least one side of the vehicle and/orfrom the bottom of the vehicle. Access openings on both long sides ofthe vehicle thus facilitate an exchange of the energy accumulator at theside, without requiring a particularly precise orientation of thevehicle.

In another aspect, a container is provided that has essentially thecross section of the energy accumulator and a holding device for anexchangeable molded element, and can be introduced into the space notrequired by the energy accumulator. The vehicle has a channel havingessentially the cross section of the energy accumulator over its entirewidth, which facilitates exchanging the battery from different sides ofthe vehicle. The space in this channel that is not required by theenergy accumulator can be used, for instance, as additional storagespace for tools and/or a warning light and/or a first-aid kit. Dependingon the position of this storage space in the vehicle, these parts may bein a better position there than if they were accommodated in the trunk.

In another aspect, a vehicle comprises a label that indicates thevehicle model and/or the position of the energy accumulator. This labelcan be analyzed and the position of the energy accumulator, its capacityand additional parameters can be deduced. This label can be constructedin the form of a marking placed on the vehicle, as a plug connector, oras a device that, for instance, transmits an appropriate response signalto a wireless query.

In another aspect, a unit of the type mentioned above comprises at leastone device for carrying away the first energy accumulator and forsupplying the second, filled energy accumulator. Thereby the testingand/or charging of the energy accumulator that has been removed from thevehicle can be done at a different place, such as in a central area, andonly the first energy accumulator that has been removed from the vehicleand the second energy accumulator to be introduced into the vehicle arepresent at the respective stopping position of the vehicle.

In another aspect, a unit comprises a device for acquiring the vehiclemodel. This detecting can be accomplished by, for instance, imagingmethods (camera), a manual input by way of, for instance, a keyboard, awireless query, or in some other suitable manner, and the position ofthe energy accumulator in the vehicle, for instance, can thereby be madeknown to the unit.

In another aspect, to shorten the transport times of the individualenergy accumulators as much as possible when they are needed, it ispossible for a main storage area and an interim storage area to beprovided in the vicinity of at least one vehicle stopping position, inaddition to a (central) unit for testing and refilling energyaccumulators removed from vehicles. Energy accumulators removed from thevehicle can thus be supplied to the unit for testing and refilling.There they will be tested and recharged and supplied, for instance, to amain storage area. From this main storage area, the energy accumulatorsnow ready for distribution are supplied to smaller interim storage areasat, for instance, the vehicle stopping positions, so that a number ofcharged and tested energy accumulators is available there. As soon as anaccumulator exchange is to take place for a vehicle, a tested andcharged accumulator is already available in the vicinity and can bequickly installed, so that the exchange process is accomplished withappropriate speed.

In order to free people from the hard physical labor of exchangingenergy accumulators, on the one hand, and on the other hand to reducethe risk of errors, a unit may comprise at least one device for theautomatic exchange of energy accumulators.

In order to have a clearly defined position in which the energyaccumulator is exchanged, independent of vehicle type, the vehiclestopping position may be situated on a transport device that transportsthe vehicle past various working positions.

In another aspect, a unit can be integrated with a conventional fillingstation. To facilitate an optimally unimpeded approach and drive-off forsuch a unit, it is possible to provide transport means for the energyaccumulators that are preferably at least partially subterranean totransport the accumulators between individual storage places and workstations.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

The invention is explained in greater detail below on the basis offigures. Shown therein are:

FIG. 1, an embodiment of a method according to the invention in a flowchart;

FIG. 2, a flowchart in which various tests are illustrated;

FIG. 3, an embodiment of an energy accumulator according to theinvention;

FIG. 4, an embodiment of a circuit for releasing the accumulator;

FIG. 5, a simplified side view of an embodiment of a vehicle accordingto the invention;

FIG. 6, a view of an embodiment of an energy accumulator according tothe invention;

FIG. 7, an embodiment of a storage compartment insert; and

FIG. 8, an embodiment of a unit according to the invention forsupplementing the energy supply.

DETAILED DESCRIPTION OF THE INVENTION

An embodiment of the method for supplementing the energy supply for anelectric vehicle is illustrated in FIG. 1. In step 1, the first energyaccumulator is removed from the vehicle; in step 2, a second, chargedenergy accumulator is introduced; in step 3, the first energyaccumulator is measured. This measurement pertains to the amount ofenergy still contained in the energy accumulator. Since the amount ofenergy contained in the second, introduced, energy accumulator is known,the difference can easily be determined (step 4) and paid for (step 5).It is immaterial in this respect whether the two accumulators differ incapacity. Thus a special, and thus heavier, accumulator with highercapacity can be used when desired, and the range of the vehicle canthereby be expanded. Alternatively, a lighter accumulator of lessercapacity with correspondingly reduced but sufficient range can be used.

As soon as the accumulator has been removed from the vehicle and theamount of energy remaining in the accumulator has been determined, theaccumulator can be subjected to an additional testing process to ensurethat only technically acceptable accumulators are recharged and reused,as illustrated in FIG. 2. Such tests may comprise, for example, a visualinspection (step 6) in which external damage, deformations and so on canbe determined. A mechanical test (step 7) that provides information on,for example, dimensional stability, firm seating of terminals and thelike can also be carried out. Additionally conceivable, for example, area capacity test (step 8), a test of internal resistance (step 9), and atest of acid density (step 10). From the outcomes of these tests, andpossibly additional ones as well, the condition and presumed remainingservice life of the energy accumulator can be deduced. Thus it can beassured that only an acceptable accumulator is recharged and insertedinto an automobile. A failure of the vehicle as a result of a defectivebattery can thus be avoided with some degree of certainty.

FIG. 3 schematically shows an example embodiment of an energyaccumulator according to the invention. This accumulator has a housing12. In or on this housing, there are electrodes 14,15 in the form, forinstance, of plates. These plates have a cross section that issufficient to conduct the current necessary for operating the vehicle.Also provided is a plug connector 16, via which statistical and/ordynamic measurement parameters can be determined. Here, cell voltages,internal resistances, etc., can be considered. Additionally, a label 17is provided. This label 17 enables an unambiguous identification of theenergy accumulator, designated overall by the reference number 20. Ifthis label 17, in the form, for example, of a plaque, is placed on thefront side of energy accumulator 20 and offers sufficient space,additional data such as measurement results or the like can be enteredthere. Also illustrated is a pocket 18, in which measurement protocols,for instance, can be preserved so that they always accompany energyaccumulator 20. Alternatively or additionally, of course,characteristics and/or measurement results and/or other relevant datacan be deposited in an electronic memory (not shown) that can beintegrated into energy accumulator 20.

FIG. 4 shows a simplified example of a drive-away inhibition. It isdivided into two parts. One part, with reference numeral 28, isassociated with the vehicle, while the other part, with reference number34, is associated with the filling station. Part 28, arranged in thevehicle, comprises energy accumulator 20, one (or more) contacts 22, anda motor 24. Energy accumulator 20, contact 22 and motor 24 are connectedin series. Contact 22 must therefore be closed for energy accumulator 20to provide power to motor 24. Contact 22 is actuated via, for example, arelay 26. This relay 26 receives power from a remote power source 32 viaplug connector 30. Therefore, when power is applied to relay 26, contact22 opens and interrupts the circuit between energy accumulator 20 andmotor 24.

In this way, the energy accumulator 20 can be securely switched free ofany load. After the exchange of accumulator 20 and payment for thesupplemented amount of energy, the connection between power source 32and relay 26 can again be interrupted. Thereby, relay 26 is de-excited,the contact closes and motor 24 can be supplied with power from energyaccumulator 20.

Other embodiments are, of course, also conceivable, Thus, for instance,relay 26 can be driven as a function of the signal of a radio receiver.In this way, the release of the energy supply for motor 24, i.e., theclosing of contact 22, can be automatically linked with the paymentprocess. As soon as the payment process is concluded, i.e., as soon asthe supplemented energy supply has been paid for, the flow of power fromenergy accumulator 20 to motor 24 can be released. On the other hand,this means that the vehicle cannot be moved as long as contact 22 is notclosed, i.e., as long as power supply for the motor 24 has not beenreleased. A “fuel theft” is thus prevented.

FIG. 5 schematically shows an example of a vehicle according to anembodiment of the invention 35. In this vehicle 35 the installation sitefor the energy accumulator is labeled with the reference number 36. Herean exchange from the side comes into consideration. However, an exchangefrom the vehicle bottom can also occur if an appropriate access openingis provided. Of course, a corresponding access possibility can also beprovided on the other side of the vehicle for exchanging the energyaccumulator (not shown in this figure).

In FIG. 6, an embodiment of an energy accumulator 20 is againschematically represented. In this case a molded panel 38 on the frontside of energy accumulator housing 12 is also shown. This molded panel38 is tightly but detachably affixed to energy accumulator 20. If theenergy accumulator 20 is introduced into the vehicle from the side, thisaccess opening (reference number 36 in FIG. 5) can be closed off bymolded panel 38. This closure can be joined to the vehicle by means ofsimple bars 39 moved by square sockets 40. Molded panel 38 is alsoconstructed such that it fits into the external shape of the vehicle assmoothly as possible and has the same color as the vehicle. This moldedpanel 38 need not absolutely be joined to the energy accumulator,because its essential function is that of an inconspicuous closure forthe access opening in the body of the vehicle.

If an exchange of the energy accumulator 20 on each of the long sides ofthe vehicle 35 is possible, then a type of tunnel runs inside thevehicle. So long as this tunnel is not completely filled up by theenergy accumulator 20, the remaining space can be used, for example, asstorage space. To that end, a container 42, illustrated in FIG. 7, thatis introduced into this storage space can be provided. This accessopening can also be closed off with a molded panel already illustratedin FIG. 6. Of course, other types of locking means, such as undercuts,snap fittings, threaded fittings or the like for fastening molded panel38 and for connection to the vehicle body are also possible.

FIG. 8 schematically shows an embodiment of a unit for supplementing theenergy supply. Such a unit can also be a conventional filling stationthat is integrated with the appropriate means for exchanging the energyaccumulators (see energy accumulator 20 of FIG. 3). A minimum separationmust be provided, however, between a conventional gasoline pump and astation for exchanging energy accumulators 20. This separation ensuresthat, even if spilled or evaporated fuel at a conventional gasoline pumpforms an appropriate mixture with the air, a spark (such as a breakingspark (arc)) occurring in the exchange of energy accumulator 20 does notignite this mixture.

Several stopping positions for vehicles 35 are provided in this unit.Conventional gasoline pumps 44, from which a tank can be filled withfuel, may be provided at these stopping positions.

At other stopping positions, energy accumulators 20 can be exchanged.These positions may be provided on both sides of an island 43.

In the upper part of the drawing, the vehicles 35 are always at the sameposition next to the island. In the lower part of the drawing, anadditional island 43 is illustrated, on the long sides of whichtransport belts 45 run. Here vehicles 35 are driven into, for example,wheel holders (not shown) and then transported by transport belt 45continuously or discontinuously along island 43 at a preset speed. Inthis way, the vehicles 35 can be moved past predetermined work stations.At a first station, for instance, the energy accumulator located invehicle 35 can be removed, and at a second work station the new energyaccumulator is introduced into vehicle 35.

From the foregoing it will be appreciated that, although specificembodiments of the invention have been described herein for purposes ofillustration, various modifications may be made without deviating fromthe spirit and scope of the invention. Accordingly, the invention is notlimited except as by the appended claims.

1. A method for supplementing and calculating energy consumed by avehicle comprising a receiving area for a first energy accumulator, themethod comprising: a) removing a first energy accumulator from avehicle; b) introducing a second energy accumulator with a preset energylevel into the vehicle; c) determining a difference in an amount ofenergy in the first and in the second accumulator; d) transmitting avalue indicating the difference to a data acquisition device; e)inhibiting withdrawal of energy from the second energy accumulatorand/or a vehicle drive-away; and f) releasing the energy withdrawaland/or drive-away inhibition via a signal.
 2. The method according toclaim 1, further comprising: subjecting the first energy accumulatorremoved from the vehicle to a function test and/or several additionaltests before a recharging process.
 3. The method according to claim 1,further comprising storing preset data from a test on or in one of theenergy accumulators.
 4. The method according to claim 1 wherein thesignal is a radio signal.
 5. The method according to claim 1, whereindata related to consumption is detected and transmitted to the dataacquisition device.
 6. An electric vehicle for operation with an energyaccumulator, comprising one or more batteries or capacitors,characterized by an unambiguous label and/or standardized terminalsand/or a standardized shape, the energy accumulator being accessible onat least one vehicle side and/or from a vehicle bottom, and in that thelabel indicates the vehicle type and/or the position of energyaccumulator, and in that accumulator is exchangeable with anotheraccumulator and wherein the vehicle comprises a drive-away inhibitioncircuit configured to inhibit a withdrawal of energy from theaccumulator after an exchange and to release the inhibition in responseto a signal from an accumulator exchange station.
 7. The vehicleaccording to claim 6, further comprising a container having essentiallya cross section of the energy accumulator and/or a retaining device foran exchangeable molded element.
 8. The vehicle according to claim 6wherein the label indicates data related to testing of the energyaccumulator.
 9. A unit for supplementing an energy supply, comprising:an access lane; at least one stopping position for a vehicle; at leastone device for transporting a first energy accumulator away from andsupplying a filled second energy accumulator to the stopping position; atransport device that transports the vehicle past various workpositions; and a data acquisition device configured to: store anindication of a difference in an amount of energy in the first energyaccumulator and in the second energy accumulator; inhibit withdrawal ofenergy from the second energy accumulator by activating a circuit in thevehicle; and release the inhibition by transmitting a signal to thevehicle.
 10. The unit according to claim 9, further comprising: a devicefor detecting a vehicle model.
 11. The unit according to claim 9,further comprising: a unit for testing and filling the first energyaccumulator that has been removed from the vehicle.
 12. The unitaccording to claim 9, further comprising: at least one main and oneinterim storage area for filled energy accumulators in the vicinity ofthe vehicle stopping position.
 13. The unit according to claim 9,further comprising: at least one device for automatic exchange of energyaccumulators.
 14. The unit according to claim 9, wherein the transportdevice transports vehicle sequentially past various work positions. 15.The unit according to claim 9, further comprising: an at least partiallysubterranean transport means for energy accumulators to transportaccumulators between individual storage areas or work stations.
 16. Theunit according to claim 9 wherein the unit is integrated with aconventional filling station.
 17. A method of replacing an energyaccumulator in a vehicle, the method comprising: removing from a vehiclea first energy accumulator storing a first amount of energy; disablingthe vehicle; installing in the vehicle a second energy accumulatorstoring a second amount of energy; determining a difference between thefirst amount of energy and the second amount of energy; and enabling thevehicle.
 18. The method of claim 17 wherein disabling the vehicle occursprior to removal of the first energy accumulator.
 19. The method ofclaim 17 wherein disabling the vehicle occurs when the second energyaccumulator is installed.
 20. The method of claim 17, furthercomprising: receiving a payment corresponding to the determineddifference, wherein enabling of the vehicle occurs after the payment isreceived.
 21. An energy accumulator exchange station, comprising: meansfor removing a first energy accumulator storing a first amount of energyand installing a second energy accumulator storing a second amount ofenergy; means for determining an amount of compensation due based on adifference between the first amount of energy and the second amount ofenergy; and means for inhibiting theft of energy from the second energyaccumulator.